Internal-combustion engine.



W. M. LORENZ. INTERNAL COMBUSTION ENGINE.

APPLICAHON FILED MAR. 3, 1915. 1,176,383. Patented Mar. 21,1916.

3 SHEETS-SHEET i.

WITNESSES uvvnvron W. M. LORENZ.

INTERNAL COMBUSTiON ENGINE.

- A?PLKCF\T10N FILED MAR.3.1915- 1,176 383. Patented Mar. 21, 1916.

3 SHEETS SHEET 2- 1, l Q BY m M W I P W 770 NEY W. M. LORENZ. lNTERNAL COMBUSTION ENGlNE.

APPLICATION FlLED MAR.3,1915. V 1.176383. Patented Mar. 21,1916. I 3 SHEETS-SHEET 3.

erence being Unirrni) srarns PATENT onnicn.

WILLIAM M. LQTRENZ.

OF NEW YORK. N. Y.

INTERNADCOMBUSTION ENGIN E.

{ 7 34383 Specific-Minn of Application To all 'uhom it may; f'onrwlt:

Be it known that .l, Wnmun M. Lonnsiz, a citizen of the United States, and a resident of the borough of Brooklyn. of the city of Flow York, in the State of New York, have invented certain new and useful improve ments in Internal-Combnstion Engines, 01 which the following a specification, refhad to the accompanying drawings, forming a part hereof.

'l his invention relates to internal combustion engines of the founcycle type and is concerned particularly with the improvement of the valve gear therefor n'iiw' by it becomes possible to operate such ma-ve at maximum ol liriency.

The general. objects of the invruf to provide a motor which shali highly eliicient, as the term is gcner but shall embody the charaet. economy. povver. compactness. flexibility, simplicity, reliability and chm-p ness of nlzlllllfiltll/lllkl. in motor design, new tain underlying principles are recognized. and these principles are always sought to be, embodied to a greater or less degree by en- 'neers. For instance; known that a li htness,

combustion chamber of maximum volume and minimum ra'diating sin-tare will give the most eth units into mechanical power. known t at ports of maximum c rca or the intake of the i'i'esh gas and tin exhaust ot' the products of combustion. should he em ployed and that the controlling: ai rs in these ports should operate quiclilv aw :15 close and open the ports in the blltll'llril'. pos sible time. The importance of these prurciples and others which are equaily well known to engineers have resulted in the general use of puppet val vcs for the control of the ports of internal combustion engines and have precluded. for these reasons and others which will appear hereinafter. the general use of sliding valves of any type. it is true that atten'ipts have been made to realize all oi the advantages of sliding valves and eliminate the disadvantages of puppet- .:l.es. by omhodving directly in the motor mnstrue'tiou. sliding sleeves in whirh tho p-mer pistons reciprocate, whirh sleeves are adapted to control the ports. or by building directly in the cylinder head rotary sleeves for the control of the gases. These makeshihs. however. have not proven to be satiscient transformation of heat Further. it is 51165. March 3,

Letters Patent.

to puppet valves and embody all of the stated ob ects particularly enumerated above.

Reference is now to be had to the accompanying, drawings for a detailed description 1e invention. in which "ure 1 a fragiuentai y view in fcrtieal mum. on the planes indicated by the 1---1 of hi 5% and looking! in [l of the anon and showing an siructed in iiuoivianre with the l t inwntion and equipped with the impro ed duai piston valves. Fig. l is a view in wriiral section. Lain-n on the plan indirated y the broken lines 2 3 of l izi. ti and looking in the Llil'itibii'ill oi the airous and showing particularly the relationship of the two proximate cylinders of an engine. the dual valves for controlling the same. and the. actuating shaft for said valves. Fig. 3 is a view similar to Fig. 1 showing in vertical section. along the line 3""3 oi Fig. 5 and looking in the direction of the arrows, an engine provided with an improved valve of the simplipiston type. Fig. 4 is a view in section similar genrrally to Fig. 2, but showing the modified form of valve, and taken on the pianes indicated by m5 broken lines -l--l of Fig. 5. two proximate cylinders of the engine in this embodiment having their intake ports controlled by a sin gle common valve and their exhaust ports controlled by a separate but. single common in s vaive. Fig. 5 is a view in horizontal section through the engineshovvn in Figs. 3 and 4. Fig. (i is a horizontal section through the engine: shown in Figs. 1 and Q.

As this description proceeds. it will ap' pear that the present improvements may be applied to two cylinders or any multiple thereof. but for the purpose of this desrripiion it has been elected to show two of the cvlinders of a four cylinder motor. The valve mechanism and other details of construction will be duplicated for the other two cylinders of suclra four cylinder motor and so it is unnecessary to make specific referenoe to these additional cylinders except in so far as it becomes important to mainiatented 31:11:21, 1916.

portance oi": maintaining the controlling valves of any motor no matter what the number of cylinders, in certain definite relation to each other and to the cyfele of operations in the various cylinders. need not be emphasized as this is elemental in motor practice.

In the other form of controlling valve, it will be noted from Fig. that the cylinders A, B, are cast integral as before, but instead of having a single valve to control the inilov exhaust ol' h cylinder,

al e, sucl'i control Zi'it inflow oil t; with cylinders and a separate valve F is employed to con trol the exhaust of gases from both cylinders. In this construction, it is preferable to provide a common inlet C for the two cylinde s A, B, on one side the cylinders the common exhaust port I) at and to term L Y the other side of the cylinders. Inlet ports A, B, are formed in the walls of the cylv inders A, l3, and converge to comi'nunicate with the conlnmn nlet port C, and outlet ports A, are formed at other points in the cylinder walls and converge to eonnnnnicate with the common i obar e port l). The iin proved sliding p in mire is disposed Within a valve c formed in the walls of the control the port C into improved sliding: in its valve charnl rorn the common "ldtls," while the other n valve F is disposed an o1 serves to control the outflow of her r'if fl from the cylinders to the common e rrt ll, The pistons E and l are iii- L rnction and sea description of l tons, E, will sullice. T his piston. usual trunk form and has therethv ontally in clined channels E, h it different levels and serving resgie i i place the common inlet port (I in n a .ition with the cylinder ll and the ,"E ..-i-:i it, It will be evident that these channehl hf, it must diverge generally to an extrmt dependent upon the divergence of the ports A, B in the cylinder walls, Further, it will he understood. that the inlet ports A. B are at different levels in the walls of the cylinders so as to be placed in communication successively with the inlet port when the piston E is rcciprocated. The reciprocation ot the piston valve E in its cylinder A may be effected conveniently by means of a connect ing rod E and crank E secured to a small Ll. "k shaft 1 which may be geared in a twoto-one ratio with the crank shaft K. The cylinder A may, as in the other embodiment of the in ention, be cast integral with the cylinders A, 13, so that all the valve parts are completely incased. and the upper end of the valve cylinder M may he eonveniei itly closed bv a threaded can A which may be removed for the purposes of inspection, re-

loyed to pair or withdrawal of the piston valve E. In order to bring, about proper control of the ports A, B, it will usually be found necessary to pl ce a rib C transversely across the inlet port ?3, so that the channels E, E

will be blanked during certain positions of the valve E. Again to bring about the required, for a greater time than would be the case if the channels and ports were of the same cross sectional area.

Striwturally, the valve. F is identical with the valve E, but, being disposed at the op posite side of the cylinders A, B, it is necessary to provide a separate actuating small crank shaft F for this valve, LlllS small crank shaft, of course, being cared also to the main crank shaft A and bearing a definite phase relation to the small crank shaft 1, whereby the operations of the ex.- haust and intake valves are timed properly with respect. to the cycles of operation of the various cylinders, no matter what the number of cylinders. As shown in Fig. 4. where it is assumed that the two cylin ders are part of a four cylinder motor, the proximate cylinders must have the connect ing rods 1 of theworking pistons r con nected to the crank shaft K, in the same plane, T he coiniecting rods for the other two cylinders (not illustrated) will also be secured to the crank shaft h: in the same plane with each other, but at 180 to the points of connection of the connecting rods 7. In this construction the cylinders of the motor will not fire in the usual order, as, l, :2, 3, 4, but will fire in an order which might be expressed as 1, 3, 2, 4,.

In operation, the valve E is moved so that the channel it registers with the open log: left in the port C by the transverse rib CC, and with the port ll in the wall of the cvlinder ll. The piston E is subsequently moved upward until this channel E is blanked bv the rib C and later, by the cylinder wall itself. The lower channel E is. meantime. moved up to register with the opening left in the port by the rib and with the inlet Al in the Wall of the cvlinder A. This last position represents the extreme travel of the piston E so that subsequent movement thereof is downward to reverse the operations described by drawing the channel E below the port C and snbseouentlv bringing! the port E in posi tion for the inflow of gases to the cylinder ll. as described. {As has been noted, the phage relation of the val e E to the cycle on the r'ylinilcrs ylirulcrs that might can lie regulated i rarlirci While it arc going on,

i c llzllll i cnicntly i. in the 1'. I) an, in tho cyli'nlnns'sion and exhaust lama-lit tin: heads and are lag aci. iintsnucs l oih'rr adid" valve fi m of tho ports. of liziifir ports adiailcr hrad permits ii shape and the sphcriml shape i with rcsprot to tho fruition space a proviniatc a most advan- 7 ixc m tor for the a m ai volume arc is olitainoii in: ea ily iii :i giutiul liar improvcd fcalnro iw'c rlcs in the illing valve \vitii ra- 22:1 ills combustion 16!! pointed out that inflow of the gases at no 'tvorlcingr cvlindcr, lint rinplinsizr in this conlriwt cxposur-o of tho valve a r is not disadvantageous r u trurtion, i'icrausc What from tho {53251031 is exerted "niicd surface of the s cvpuscd valic surf'acr i will o that the not prcrzinagi prctn lilo and the heat :alva from tho burnt gases 'iiuicrcr haat there is may 'lmlwl in" conduction vulva hotly and be drawn a t-cal hy the mailing water iii, mason of the sheltered val respect to the c gowns arc talrcn.

\ lively long passage to another and cflicicncy of cylinder in the ahscnm of springs, the problem o lubrication bccomes an easy one.

'hilc no details of the oiling system aw illustrated, it-Will be clear that the oil car he introduccd into the readily. valve, the oil may a ton c to the inner piston meals of positively and is incascd with all of its opcrating elements so that the danger of it: jury through the entry 4, or otherwise, is entirely eliminated. The positive drivcdocs' away with all of the objcctionablc features incident to the use of" springs so that the general annoyance of springs is not only removed but a hsoluta; roliahility is secured. By providing a com mon inlet port 0, C, for proximate cylinders, the mixture admitted to both is bound to he of the same uniform character, and changes in the composition of the mixture due to its short passage to one cylinder and its relacylinder, as in present day practice, is overcome. Tho valves themselves are of such a nature as to permit a maximum port area to beiemployccl amLalso insure the quick opening and closing of these ports. In fact there is no rcstriction to bc placed upon the area of tho ports, except considerations of operation. in; pistons in thc dual slide I. In all use nndcr high speed conditions. The sirnplicity of construction and operation olitaincil through the elimination of a great number of parts in the valve gear will hc cvidcnt to those skilled in the art as known typos of motors usually depend upon a con- H0] in which there is a separate inlet valve and exhaust valve with their associatr-i'i valve chambers, ports, cylinders and ch evident that the disposition It will also has of the valvcs in one side of the working; in their operation with t e chambers at cylinders results are carried.

As was suggested in the preamble, and as will ho evident, many modifications details of construction and many rearrange ments of the parts will suggest themselves to those skilled in the; art,

and the positive actuation theraol" but all such modifi cations 'and rearrangements are to be deemed within the spirit 0 this invention provided they fall within the scope of the appended claims.

I claim as my invention:

1. In an internal combustion engine in combination with two oi the cylinders there for, inlet and exhaust ports in each cylinder formed one above' the. other, two valve chambers cast integral with the cylinder walls, a common inlet port for the two cylin-' ders, and an indepe'ndenhgommon exhaust port therefor, both communicating with the valve chambers, a tubular piston in each chamber having ports in its circumference to register respectively with the ports of one cy inder and the common ports, and a solid piston disposed within the tubular piston and having channels therethrough to re ister respectively with theports in the tn 1 lar piston.

2. In an internal combustion motor in combination with two of the cylinders therefor, valve chambers formed in the cylinder walls-and integral therewith, separate inlet and exhaust ports formed for the cylinders, a common inlet port with which the two inlet portscommunicate, a common exhaust port with which the two exhaust ports communicate, a sliding valve disposed in each valve chamber to control the passageof gas between one of the cylinders and the common port, said valve comprising two telescoping pistons in the walls of each of which are formed ports adapted to register with each other respectivel and with the above mentioned ports, and evices connected operatively to each of the telescoping pistons and to the crank shaft of the motor for driving the said pistons in proper phase relation to each other and to the cycle of operations in all of the cylinders of the motor.

3. In an internal combustion motor in combination with two of the cylinders therefor, two valve chambers cast integral with the cylinder walls, two independent inlet and exhaust ports formed' in the wall of each of the cylinders adjacent the combustion space thereof and communicating with i one. of the valve chambers, a common inlet port communicating with the valve chamhers, a common exhaust port communicating with the valve chambers, a sliding valve reciprocably mounted in each valve chamber to control the passage of gas between the common ports and the two cylinders respectively, said sliding valves comprising a sleeve and a piston reciprocably mounted in the sleeve, said piston in each case being formed with channels therethrough and the a sleeve in each case being formed with ports to register with the said channels and with the inlet and the exhaust ports respectively, and an eccentric shaft with which the sleeves and the sliding pistons are connected operatively, all of said devices bein disposed wholly within the ihteg'ral walls of the cylinders and valve chambers.

This specification signed and witnessed this 25th dayof February, A. D. 1915.

WILLIAM M. LORENZ. Signed in the presence of- ELLA J. KRUoEn, V IVORTHINGTON CAMPBELL. 

